Sofema Online (SOL) www.sofemaonline.com considers the function of evaluation board and operational suitability data related to FAA & UK CAA Type Certification.

Introduction UK CAA Evaluation Process

The UK CAA system (derived from EASA) includes, under the type certification process, an approval of data that are considered necessary for the safe operation of an aircraft, called the Operational Suitability Data (OSD).

» These data, once approved, are attached to the TC through a reference in the TCDS and owned by the TC holder.

SofemaOnline (SOL) www.sofemaonline.com considers primary aspects of FAA Certification including aircraft & repairs.

Introduction - How Does the FAA Certify Aircraft?

The FAA collaborates with the International Civil Aviation Organization and other civil aviation authorities to maintain and advance the safety of international air transportation.

The Certification Process involves the following:

» A review of any proposed designs and the methods that will be used to show that these designs and the overall airplane complies with FAA regulations;
» Ground tests and flight tests to demonstrate that the airplane operates safely;
» An evaluation of the airplane's required maintenance and operational suitability for introduction of the airplane into service;

Overview by Sofema Online (SOL) www.sofemaonline.com

Airworthiness Directives (ADs) are legally enforceable rules issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in a product.

     »  14 CFR part 39 defines a product as an aircraft, aircraft engine, propeller, or appliance.

AD Development and Issuance

FAA Order 8040.1 defines FAA's authority and responsibility for the development and issuance of ADs.

Overview by Sofema Online (SOL) www.sofemaonline.com

Airworthiness Directives (ADs) are legally enforceable rules issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in a product.

• 14 CFR part 39 defines a product as an aircraft, aircraft engine, propeller, or appliance

Answer – All of the 13,000 Aviation Professionals have enrolled in SofemaOnline (SOL) www.sofemaonline.com EASA & FAA Online Regulatory Compliant Training Platform as registered users.

Introducing SofemaOnline

Welcome to SofemaOnline! The №1 destination for online regulatory compliant and vocational training courses in the aviation industry. (We will be glad to welcome you on board!)

Critical Task Inspection FAA versus EASA

An FAA RII item is defined as: A designation of the items of maintenance and alteration that must be inspected (required inspections) including at least those that could result in a failure, malfunction or defect, endangering the safe operation of the aircraft if not performed properly or if improper parts or materials are used.

Review by Sofema Online - Taking a look at how long the FAA Suspect Parts Program has been in place.

Introduction

The FAA Suspected Unapproved Parts (SUP) Program Office opened in November 1995 with a mandate to promote a pro-active approach to the task of identifying unapproved parts and removing them from the aviation system.

Sofema Online www.sofemaonline.com considers issued related to FAA & EASA Suspect Unapproved Parts (SUP)

Introduction

Both EASA and the FAA take very seriously the potential exposure regarding Suspect Parts and will typically take positive action to address once informed by Industry of the reason for the Suspect Part.

Parts manufactured without an appropriate and legal authorized release are described as "unapproved"; they may, in fact, be inferior counterfeits, or be original parts but have in fact been used beyond their time limits, or have not been correctly repaired or have been previously approved but not properly returned to service, be stolen, come with fraudulent labels, production overruns that were not sold with the agency's permission, and those that are untraceable.

Sofema Online looks at the issues surround Suspect Unapproved Parts (SUP’s)

Whether you are dealing with EASA or FAA parts the challenge remains the same – namely to ensure that the parts are airworthy and from a reputable source.

EASA Article 4(4) of Regulation (EU) 376/2014 of the European Parliament and of the Council tasks EASA with the establishment of a mandatory reporting system. Commission Implementing Regulation (EU) 2015/1018 specifies that one of the occurrences which are subject to reporting is ‘the use of products, components or materials, from unknown, suspect origin, or unserviceable critical components’ – SUP.

Introduction by Sofema Online

Introduction to Bowtie Risk Assessment Methodology

Bowtie is a risk evaluation method that can be used to analyze and demonstrate causal relationships in high-risk scenarios, in addition to enable an understanding of the control scenarios by identifying control measures.

The assessment of the bowtie elements facilitates the identification of the safety and risk priorities. Providing a visual interpretation of how improvements can be enabled and understood throughout the aviation system.

Bowtie is a visual tool that effectively depicts risk providing an opportunity to identify and assess the key safety barriers either in place or lacking between a safety event and an unsafe outcome.

Considerations from SofemaOnline (www.sofemaonline.com) (Reference also AC 145-10 - Repair Station Training Program)

Introduction

Whilst EASA facilitates the development of 147 Organisation Approval in Non-EU Countries, the FAA does not certificate part 147 AMTSs outside of the U.S.

Aircraft Maintenance Technician Schools (AMTS)

An AMTS is an educational facility certificated by the FAA to train prospective aircraft mechanics for careers in the airline industry, in aviation maintenance facilities, and in commercial and General Aviation (GA). 14 CFR part 147 specifies requirements for the certification and operation of an AMTS. The regulation includes both the curriculum requirements and the operating rules for all certificated AMTSs. The knowledge, skills, and abilities required of mechanics are considerable and demand high-quality training. Therefore, the FAA requires high standards from the AMTS.

An AMTS may be FAA-certificated for the following ratings:

SofemaOnline takes a look at the facts concerning EPA

Introduction

FAA Parts Manufacturer Approval (PMA) is a combined design & production approval which does not exist within the EASA system. All design is done by EASA Part 21 Subpart J & All Production (assuming there is approved design data) is done by EASA Part 21 G Organisation.

Note EASA Part 21 Subpart F is for cases (typically part of design development) where there is no production authorisation approval.

Is an FAA PAH required to provide FAA Form 8130-3 with its shipments to customers?

No. An FAA PAH is not required to use this form for domestic use. The FAA encourages the use of FAA Form 8130-3 for documenting the airworthiness status of FAA-approved products and articles.  This will help provide traceability and ease the movement of products and articles throughout the aviation system. However, the final decision is yours regarding whether or not to use this form.

Why is the use of FAA Form 8130-3 voluntary for domestic use?

Direct Shipment Authorization

What is a Direct Shipment Authorization (DSA)?

FAA Order 8130.21 defines a DSA as the written authorization, granted to a supplier by a Production Approval Holder (PAH) with responsibility for the airworthiness of a product or article, to ship articles produced in accordance with the PAH’s quality/inspection system directly to end users without the articles being processed through the PAH’s own facility.

DSA is a method of delivering products and articles from the supplier to the end user directly, including shipment to other suppliers and/or repair stations. Through approved quality system procedures, a PAH authorizes and ensures products shipped by a supplier directly to an end user conform to the approved design and are in a condition for safe operation.

What is an export?

For the purpose of issuance of an export airworthiness approval, an export is defined as the transfer of a product or article from the regulatory authority of one CAA to another.

It is important to understand that a product or article does not have to cross the border of a country for an export to occur. For example, shipment of a part from a U.S. supplier in the United States to a foreign approval holder in the United States would constitute an export even though the part did not leave the United States.

Similarly, it is also important to understand that crossing an international border does not necessary constitute a change in regulatory authority for a product or article. For example, shipment of a part from a U.S. supplier in another country to its U.S. Production Approval Holder (PAH) would not constitute an export.

Which Block should be checked when returning an article to service after maintenance when the organization that performed the service is both FAA and CAA certified?

When FAA Form 8130-3 is used as an approval for return to service to meet the terms and conditions of a bilateral agreement’s Maintenance Implementation Procedures (MIP) or the Maintenance Annex Guidance (MAG), the air agency or air carrier must check both boxes in Block 14a stating: “14 CFR 43.9 Return to Service” and “Other regulations specified in Block 12” and provide the appropriate information in Blocks 11 and 12. 

This is considered a dual release FAA Form 8130-3. This action should also be contained in the air agency’s supplement. The regulations of the other CAA must be specifically identified in Block 12.

Who can issue FAA Form 8130-3 as approval for return to service?

Air agencies certificated under Part 145, or the holder of a U.S. air carrier certificate operating under Part 121 or Part 135, with an approved continued airworthiness maintenance program may issue an FAA Form 8130-3 for approval for return to service for a product or article maintained or altered under Part 43.

A Production Approval Holder (PAH) may issue an FAA Form 8130-3 for approval for return to service after rebuilding, altering, or inspecting its product/article in accordance with §§ 43.3(j) and 43.7(d). The use of FAA Form 8130-3 for this purpose is optional, but the FAA recommends its use. This will help aviation authorities and industry to ensure complete traceability and ease the movement of products and articles through the aviation system.

What is the purpose of FAA Form 8130-3? 

FAA Form 8130-3 may be used:

- To constitute a statement from the FAA that a new product or article produced under Title 14 of the Code of Federal Regulations (14 CFR) Part 21, Certification Procedures for Products and Parts, conforms to its design and is in a condition for safe operation.

- To return to service a used product or article following inspection, maintenance, or alteration.

- When exporting products or articles to meet the requirements of bilateral agreements between the United States and other countries. This includes the shipment, not the export, of a prototype product or article to another country.

Introduction 

Agreement was reached in relation to the extension of 145 certification approval between the European Community (European Aviation Safety Agency - EASA) and the USA (Federal Aviation Administration - FAA) and between EASA and Canada (Transport Canada Civil Aviation - TCAA).

Details of the agreements are issued in the form of two separate guidance materials known as Maintenance Annex Guidance and hereinafter referred to as the MAG. 

Maintenance Annex Guidance 

Is sub-divided into three Sections; 

The Role of EASA 

EASA commenced operations on September 28, 2003. Under the regulation, EASA initially has responsibility for: 

a) All design approvals
b) Continued airworthiness
c) Design organization approvals
d) Environmental certification
e) Approving production
f) Maintenance (repair station), and
g) Maintenance training organizations